Ford’s 2nd Gen 3.5L EcoBoost is better than Ever

Discussion in 'Ford' started by xcel, May 12, 2016.

  1. xcel

    xcel PZEV, there's nothing like it :) Staff Member

    [​IMG] A more efficient F-150 is just months away.

    [​IMG]Wayne Gerdes – CleanMPG – May 11, 2016

    2017 Ford F-150 with the 3.5L EcoBoost and 10-speed AT

    Anyone remember how F-150 with the 3.5L EcoBoost performed during the Ford F-150 EcoBoost Fuel Economy Adventure Challenge back in mid 2011? Cutting to the chase, it achieved the following:

    32.281 mpg to cross the Continent while loaded with 20 lbs over its GVWR!

    For 2017, Ford has improved upon their 3.5L with a number of technological advances meant to lower emissions, improve peak power output and all the while improving efficiency even further. Here is that story.

    Ford is now set to offer more torque and faster acceleration to its 2017 F-150 with an all-new 3.5L EcoBoost mated to for the first time, a 10-speed automatic transmission (AT).

    The new second-gen 3.5-liter EcoBoost engine will provide 30 lb.-ft. more peak torque at 450 lb.-ft.

    The all-new Ford-built 10-speed AT will deliver improved acceleration compared with the very smooth and wide ratio spread 6-speed AT.

    The New 2nd Gen 3.5L EcoBoost

    With almost 1 million F-150 EcoBoost engines sold to date, the 2.7L I4 and first-generation 3.5L V6 make up approximately 60 percent of all F-150 sales.


    The engine features an all-new, dual-direct and port fuel-injection system. Two injectors per cylinder – one mounted in the intake port where air enters the cylinder and one positioned inside the cylinder – work together to improve power output, efficiency, and lower emissions. Gasoline’s detergent cleansing attributes can now be fully exploited with that port fuel injector. #Shell #VPowerNiTRO anyone? ;)

    The all-new twin turbochargers deliver more boost thanks to a lighter turbine wheel. The new turbos work seamlessly with Ford-first electrically activated wastegates, enhancing operating efficiency. Light-weighting the turbine wheel – by making it out of high-temperature super alloy Mar-M-247 developed by the aerospace industry improves spool up and engine power output in shorter time.

    Ford also described its continuous light-weighting focus which can be found in the hollow camshafts of the all-new roller-finger follower valvetrain saving up to 4 pounds of weight.

    The valvetrain also incorporates more durable intake and exhaust valves, and hydraulic valve-lash adjusters that optimize engine durability over the life of the engine/truck.

    The new 3.5L EcoBoost engine provides Auto Start-Stop as a standard feature. It is active during all driving operations except when towing or in 4WD.

    Super 10-speed AT

    The all-new 10-speed AT delivers improved acceleration and performance thanks to wider ratio spacing and drag-reduction design. Three overdrive gears and a wider ratio span enable lower-numerical rear-axle ratios to help improve fuel efficiency at highway speeds, while maintaining its towing spec.


    The 10-speed AT uses advanced alloys to save weight and it is the first Ford gearbox that does not use cast-iron components.

    An integrated torque converter/turbine clutch also helps shave more than 2 pounds of weight, while also reducing the overall size.

    All-new adaptive shift-scheduling algorithms monitor more than a dozen powertrain- and driver-control signals to ensure the right gear is always engaged at the right time.

    An integrated electric pump works with the standard Auto Start-Stop system for seamless restarts and improved driving efficiency.

    Ford invested $145 million into its Cleveland Engine Plant to support production of the all-new second-generation 3.5L EcoBoost engine. An additional $1.4 billion is being invested at Ford’s Livonia Transmission Plant to build the 10-speed AT.

    The 2017 Ford F-150 with the available 2nd gen 3.5L EcoBoost and 10-speed AT goes on sale this fall.
    BillLin and TheFordFamily like this.
  2. PaleMelanesian

    PaleMelanesian Beat the System Staff Member

    You know what else would reduce size and weight? Not so many gears.
    xcel likes this.
  3. EdwinTheMagnificent

    EdwinTheMagnificent Legend In His Mind

    Haw ! Is this the transmission that was jointly developed by Ford and GM ?
    xcel likes this.
  4. MaxxMPG

    MaxxMPG Hasta Lavista AAA-Vee Von't Be Bach

    Much like the FWD 6 speed, this 10 speed is a GM/Ford collaboration. With a few clunkers as exceptions, both companies have a good reputation for long transmission life, with most complaints caused by a faulty solenoid or valve body wear. There is also a 9 speed FWD gearbox in the pipeline that will also be a joint effort.

    Sort of. This 10 speed has four gearsets and six friction elements (clutches). Using three gearsets and five clutches gets six forward speeds, and an extra clutch gets up to eight speeds. The fourth gearset doesn't add much in weight or added space. The 10 speed has nested clutches (concentric - one inside the other) between the second and third gearsets, so two fit in the space of one, keeping the overall size inline with the 6 and 8 speed designs.

    I was reading up on the differences between the ZF 8 speed and this Ford 10 speed and how far all the engineers are going to increase efficiency. Ford found that they can reduce the drag in open clutches by designing the holding-clutches (that normally spline to the case to lock gearset elements) into drums to take advantage of centrifugal force to allow more fluid to drain from between the plates. When the outer "drum" is the case itself, there is nowhere for the fluid to go and so it doesn't drain as well and so when the clutch is open/released, there is some energy loss and lower overall efficiency.

    It will be interesting to see how well the 10 speeds do in the hands of actual owners. As fuel economy becomes top priority due to looming CAFE requirements, we're seeing twice as many gear ratios as we saw two decades ago, and software that frantically upshifts at every opportunity. These efforts can be undone with a heavy right foot, though, and sometimes you can watch some drivers unconsciously spend entire commutes every day fighting against the powertrain brain. And they end up pouring more money than necessary into the tank.
    xcel and BillLin like this.
  5. PaleMelanesian

    PaleMelanesian Beat the System Staff Member

    Ok, you just re-confirmed in my mind that automatic transmissions run on black magic. :confused:
    xcel likes this.
  6. MaxxMPG

    MaxxMPG Hasta Lavista AAA-Vee Von't Be Bach

    It's not black magic, but it's fairly math-intensive. The basic layout is shown in the patent diagram below.


    Black Magic - "If you apply clutches A and B (far left), you lock R1 and S1, which in turn means planet pinion #30 and carrier #26 are also locked and immovable. Ring gear R4 is common with planet carrier #26 so it is also locked to provide the necessary reaction for output carrier #60 to drive the vehicle when clutch E is closed to drive sun gear S4".

    It's all very simple, you see! :eek:

    For any given ratio, four of the six friction elements (clutches) are applied. The more clutches applied, the fewer there are to create drag and loss of efficiency. To change ratios, one of the four clutches releases and another applies, and that's why they're called "clutch to clutch" designs.
    xcel and BillLin like this.
  7. BillLin

    BillLin PV solar, geothermal HVAC, hybrids and electrics

    Looks like an Escher drawing... physically impossible. ;)
    xcel likes this.
  8. Prozac

    Prozac Well-Known Member

    Has anyone been able to complete that maze! I couldn't find a way to get from A to B, lol. Higher math was never my forte.
    BillLin likes this.
  9. xcel

    xcel PZEV, there's nothing like it :) Staff Member

    Inside GM’s new 10-Speed Automatic

    Following Ford’s announcement, the co-developed 10-speed AT from GM’s is/will be available in the 2017 Chevrolet Camaro ZL1.

    The 10-speed is an all-new design – and the first-ever application in a car – with a wider, 7.39 overall gear ratio spread, that enables the ZL1’s supercharged engine to remain at optimal engine speeds during upshifts.

    The wider overall ratio enables a lower numerical top gear ratio – an attribute that reduces engine speed on the highway, which contributes to greater fuel efficiency than a comparable eight-speed transmission. Improvements in spin loss complement the optimized gearing, further enhancing efficiency.

    The new 10-speed AT will be available in eight additional vehicles by 2018.

    10-Speed Automatic Highlights
    • The 10-speed is approximately the same size as the 6- and 8-speed ATs, minimizing changes to vehicle interfaces
    • Quicker shifts than a dual-clutch AT
    • Reduced spin losses with just two non-applied clutches – the same number as the eight-speed, the 10-speed AT has lower friction that contributes to greater fuel efficiency
    • New ultra-low viscosity transmission fluid reduces friction, while an internal thermal bypass allows the transmission to warm up faster
    • GM-developed controller with performance calibrations
    Thousands of hours of computer-aided engineering analyses were made during the development of the Hydra-Matic 10-speed AT, driving a comparatively compact design envelope comparable to the eight-speed automatic.

    A one-piece aluminum case with an integral bell housing helps reduce weight and enhance powertrain stiffness, while a unique 260mm, integral turbine clutch torque converter design reduces complexity and helps make the converter thinner, which contributes to the transmission’s packaging.


    The 10-speed has four simple gearsets and six clutches: two brake clutches and four rotating clutches. That’s only one more clutch than the eight-speed, despite having two more forward gears, contributing further to the compact packaging, while also improving spin losses to enhance fuel efficiency.

    A unique triple-clutch assembly in the middle of the 10-speed’s architecture is a primary enabler for packaging 10-speed content in the same space as GM’s six- and eight-speed transmissions.

    The 10-speed also features a variable-displacement vane pump, which optimizes transmission fluid pressure, based on speed and load, to enhance efficiency.


    10-speed 7.39 ratio spread and faster upshifts

    The 10-speed’s performance and efficiency are due primarily to its wider 7.39 overall gear ratio spread, which enhances off-the-line performance with a more aggressive 1st than GM’s 8-speed AT. Smaller steps between the gears also help the engine maintain the optimal speed for maximum power at almost all speeds, especially when exiting a corner on a track.

    Adaptive shift controls such as Performance Algorithm Shifting and Driver Shift Control enhance performance driving. Performance Algorithm Shifting (PAS) monitors how assertively the driver is using engine output to determine at what engine speed to upshift or downshift. Driver Shift Control allows the driver to shift the transmission via the steering wheel-mounted paddle shifters. Electronic safeguards prevent over-revving if the wrong gear position is selected, but relies on the driver to make upshifts or downshifts.


    Gear changes are mainly executed with clutch-to-clutch action, where an “on-coming” clutch is engaged and an “off-going” clutch is released in a precise manner to achieve the ratio change. Certain key shifts, however, are made with a freewheeling action, such as 3-1 downshifts, where a plate clutch is actively disengaged while a mechanical freewheeler clutch automatically engages with optimum synchronization.

    The torque converter is 260mm in diameter and features a lock-up clutch. It also uses electronic controlled capacity clutch (ECCC) technology, which employs a small, regulated amount of slip to dampen out engine pulses for a smoother running drivetrain, especially during shifting.

    10-speed reduced spin losses and new fluid

    Friction-reducing design features, including all-new ultra-low viscosity transmission fluid, internal thermal bypass, minimal number of non-applied clutches and other lower mechanical spin losses, contribute to the 10-speed’s effect on improved vehicle efficiency.

    The low-viscosity fluid helps reduce fraction across the full temperature operating range, which enhances fuel efficiency. Additionally, the internal thermal bypass allows the transmission to warm up faster to its optimal operating temperature, further contributing to fuel efficiency.

    10-speed Control

    Quick shift times and responsiveness are accomplished by leveraging the base transmission hardware in concert with GM developed algorithms, software and calibrations. An externally mounted electronic control module executes millions of controls instructions every second.

    Hopefully we will see these new 10-speeds in more affordable and less FSP like offerings from the General very soon.
  10. seftonm

    seftonm Veteran Staff Member

    I wasn't a big fan of automatics until I drove the ZF 8-speed in the Audi TDIs a few years ago. That showed me that a well done automatic can be very good, and that dual clutch transmissions will probably remain a mostly niche product.
    xcel likes this.
  11. echoman

    echoman Well-Known Member

    This is a good article because my parents are planning on buying a trailer and are looking at getting an f150 to tow it with.
  12. xcel

    xcel PZEV, there's nothing like it :) Staff Member

    Hi Echoman:

    Moderate weight towing or not, the RAM 1500 with the 3.0L EcoDiesel is even more efficient.

    Heavy stuff, the RAM 2500 or F-250 with the 6.7L Power Stroke would be a better choice. Read expensive however.

  13. echoman

    echoman Well-Known Member

    Very true. I've heard that the dodge is a really nice engine. My dad may have considered it but he worked for ford for 30+ years, and always been a ford guy.
  14. xcel

    xcel PZEV, there's nothing like it :) Staff Member

    10-Speed Display with new 3.5L EcoBoost Mated to the 10-Speed AT

    Ford will display all 10 gears in the truck’s instrument cluster of the all-new 10-speed transmission equipped 2017 F-150 panel.


    The all-new Ford-built transmission will provide quicker acceleration with an optimized wider gear spacing and drag-reduction measures. Three overdrive gears and a wider span enable lower-numerical rear-axle ratios to help improve fuel efficiency at highway speeds.

    Smarter shift logic helps 2017 F-150 customers tow with confidence using tow/haul mode. All-new adaptive shift-scheduling algorithms monitor more than a dozen powertrain and driver control signals in real time – ensuring the right gear at the right time for an engaging driving experience, including in sport mode.

    An integrated electric pump works with the standard Auto Start-Stop system for seamless restarts and improved driving efficiency.

    Weight savings play a key role in improved shifting performance. The 10-speed gearbox – the first from Ford not to employ cast-iron components – uses advanced materials and alloys that are lighter weight. An integrated torque converter/turbine clutch helps shave more than two pounds in a smaller package.

    The all-new 10-speed is paired with Ford’s second-generation 3.5L EcoBoost engine. Ford engineers designed the all-new 3.5L to provide best-in-class 450 lb.-ft. torque providing even better low-end and peak engine torque.

    What I noticed from the picture above was the lower idle RPMs. Just 500. That should help a bit with the city or traffic jammed Interstate idle consumption a bit.

    Ford is investing $1.4 billion at its Livonia Transmission Plant to create or retain 500 hourly jobs to build the all-new 10-speed transmission.
  15. xcel

    xcel PZEV, there's nothing like it :) Staff Member

    All-New 3.5L Ecoboost V6 Provides 375 hp and 470 lb.-ft. of torque

    Ford just announced its segment-leading torque for 2017 F-150 customers with the all-new 3.5L EcoBoost V6 engine and 10-speed AT.

    2017 Ford F-150 Lariat


    The second-generation 3.5L EcoBoost will provide 50 lb.-ft. more peak torque compared to the first-generations to a segment-best 470 lb.-ft., beating all diesel- and gasoline-powered competitors, including V8 engines with nearly twice the displacement of the EcoBoost V6. Horsepower jumps 10 from the previous version to 375 hp.

    The 3.5-liter EcoBoost in the 2017 F-150 is paired exclusively with the first volume-production 10-speed automatic transmission available to consumers from any automaker.


    The more capable powertrain combination will deliver improved acceleration and performance compared with previous 6-speed ATs. The new engine provides better low-end and peak engine performance, ideal for hauling heavy payloads and towing heavy trailers.

    The 2.7L and 3.5L EcoBoost engine are now found in approximately 60 percent of F-150 sales.

    Ford made no mention of efficiency so I have misgivings about this one...

    The 2017 Ford F-150 with the second generation 3.5L EcoBoost mated to the 10-speed AT goes on sale this fall.

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